Tag: SDOT

Dozens of buses per hour may move from downtown transit tunnel and onto surface streets as soon as next March, thanks to an amendment adopted by the city council’s transportation committee on Tuesday. The amendment, proposed by council member Rob Johnson, alters legislation vacating several public alleys for the expansion of the Washington State Convention Center, which will require buses to move from the tunnel onto surface streets sometime next year. Johnson’s amendment, which passed 4-3, struck language that would have barred the convention center from kicking buses out of the tunnel until September 2019, which bill sponsor Mike O’Brien said was intended to give the city and King County Metro more time to implement transit improvements downtown. The amended legislation would allow the developers to evict buses from the tunnel as early as March 2019, adding 40 more buses to downtown streets in each direction during rush hour. (March and September were the two possibilities because those are the months when Metro implements its service updates.)

Although a group of Seattle Department of Transportation and council staffers warned committee members that the city and county might not be able to implement all the improvements they need to make by March, Johnson countered that it was time to “hold SDOT’s feet to the fire on getting some of these transit pathways up and running in a more aggressive timeline.” If the council gives SDOT an additional six months, he added, they are likely to take it. Johnson also echoed comments made earlier by convention center developer Matt Griffin about the need to avoid unnecessary delays that could increase the cost of the project and forestall job creation and affordable housing construction.

On Tuesday, O’Brien argued that adding so many buses to surface streets in March will result in unnecessary traffic chaos at a time—known as the “period of maximum constraint”—when downtown streets will be most impacted by various downtown construction projects, including the demolition of the Alaskan Way Viaduct and the opening of the new tunnel on the downtown waterfront. March 2019, he added, may be an unrealistic deadline for the city and county to coordinate and complete all the improvements planned as part of the delayed One Center City project, including the implementation of off-board payment for all buses that travel on Third Avenue and the reconfiguration of Fifth and Sixth Avenues for buses, which will require new bus lanes and tricky signal timing changes.

“Next March, I think we’re all going to wish we had six more months of buses operating in the tunnel,” O’Brien said. “Even with buses operating in the tunnel, we’re going to have some major chaos on the streets downtown. … We’ll survive. The city won’t end. But I think it’s going to be a real mess.”

Contacted after the vote, Johnson said he isn’t convinced that the “period of maximum constraint” will be as cataclysmic as some of his colleagues, and SDOT, seem to think. As evidence, he points to the Alaskan Way Viaduct, which carried 120,000 cars a day as recently as 2009, when the city, county, and state signed an agreement to build a four-lane bypass tunnel and a wide surface Alaskan Way to replace the aging bridge that spans the downtown waterfront. At the time, advocates for building a bigger tunnel or rebuilding the viaduct said the number of cars driving through downtown would only grow. Instead, the number has steadily shrunk—to just over 90,000 in 2016, according to Johnson.

“I’m cognizant of the doomsday period of maximum constraint that everyone’s talking about, but also, I look at downtown, with its 24-plus lanes going north-south, and I think, that’s plenty of capacity, if we could just do a better job at managing that capacity,” Johnson said. “I get frustrated by the delay of projects that could have real benefits for transit pathways. I really want to light a fire under SDOT to make some of these projects happen and not just take as long as we give them to do it.”

O’Brien says it’s unfair to lay every delay at SDOT’s feet; in the case of implementing off-board payment for buses on Third Avenue, for example, King County Metro is equally responsible. “The frustrating thing for me is that Rob is just saying, ‘We think SDOT needs to work harder,’ and I’m like, Our experts just showed up and said we can’t do it in six months. And Rob is just saying, ‘You better.’

“This is all in the context of the new tunnel and tolling and rebuilding Alaskan Way. It’s not like SDOT just has nothing going on,” O’Brien says.

On Tuesday, the developer, Griffin, suggested that if the city allows buses to stay in the tunnel until September, it will result in costly delays, the elimination of tens of thousands of “bed hours” in affordable housing his firm has agreed to build as part of its deal with the city, and could potentially scuttle the project. O’Brien says that when Griffin made that last claim, he thought, “we’re outside [the realm of] rational thought—now you’re just making threats.” He added: “Matt’s a powerful guy who has some influence about other things that other people care about.”

Griffin gave the maximum contribution, $700, to Johnson’s 2015 campaign, and contributed $10,000 that year to the Seattle Metropolitan Chamber’s Civic Alliance for a Sound Economy PAC, which was the largest contributor (at $46,500) to an independent expenditure campaign supporting Johnson. Griffin did not contribute to O’Brien’s campaign.

There’s still another situation, by the way, in which the convention center could be forced to let buses stay in the tunnel until September of next year: The legislation the committee adopted requires the convention center developer to obtain all its construction permits by July 1 of this year; if that doesn’t happen, buses must stay in the tunnel until September 2019.

The full council is scheduled to vote on the convention center street vacation agreement today at 2:00.

Yesterday, after city council member Kshama Sawant announced that her committee would hold a special public hearing to readjudicate the cuts to women’s overnight shelters and hygiene centers that the council made last year, the city’s Human Services Department put up a blog post enumerating all the hygiene services (showers, laundry facilities, and restrooms) that will be available in the 21 “enhanced shelters” it plans to fund this year. “Enhanced shelters provide more of a ‘one-stop shop’ approach to reduce the door-to-door burden for people already in crisis to meet their basic needs like eating breakfast, taking a shower, doing laundry, and sleeping,” the post says. (What HSD fails to mention: The services available at those shelters probably won’t be available to people who aren’t clients at those shelters—as of last year, council members would only say that they hoped some of the shelters would choose to make their facilities available to non-clients on a drop-in basis).

The post even goes on the defensive about the well-documented lack of (legal) places for people living outdoors to relieve themselves, noting that the city “supports 117 restrooms available to all members of the public,” including Port-a-Potties near five transit stops and restrooms at libraries, community centers and parks. Parks close later than community centers, but they do close; meanwhile, the city is currently embroiled in a massive debate about encampments, one aspect of which is whether people who attempt to sleep in parks overnight should be removed.

The city budget adopted last year hews to the principles of “Pathways Home,” a human services and homelessness funding framework that deprioritizes projects that don’t focus specifically on getting people into permanent housing. As a result, the budget eliminated or reduced funding for three downtown hygiene centers, which “only” provide places for people to clean up and use the restroom. One of those three, the Women’s Referral Center, is on the agenda for Sawant’s public hearing next Monday, along with the SHARE/WHEEL-run women’s shelter for which Sawant also wants to restore funding. (SHARE runs a bare-bones men’s shelter; its sister organization, WHEEL, runs a similar shelter for women. Both had their funding cut last year.).

It seems unlikely that Sawant’s time-tested tactic of holding a public hearing and organizing her supporters to show up to testify in favor of her proposal will restore long-term funding to either WHEEL or the Catholic Community Services-run Women’s Referral Center, but Sawant is taking every opportunity to draw attention to the issue. At a transportation committee meeting on Tuesday, Sawant argued that the roughly $100,000 the city plans to spend on a fence to keep homeless people from erecting tents under the Ballard Bridge “could be enough to extend bare-bones bridge funding for the [SHARE and WHEEL] shelters for the rest of the year.” Funding for both WHEEL’s and SHARE’s shelters is set to run out in June.

Currently, the fence in Ballard is just a temporary structure—a crude construction fence, topped by razor wire, intended to keep homeless people from taking shelter under the bridge. On Tuesday, as I called around trying to get an answer to the question, “Who decided it was necessary to build a $100,000 fence under the Ballard Bridge?”, it became clear that the fence, like the infamous row of bike racks meant to deter homeless people in Belltown, was a political hot potato no one wanted to handle—Mayor Jenny Durkan’s office directed questions about the fence and the bike racks to the department of Finance and Administrative Services and the Seattle Department of Transportation, which each deflected responsibility on the other agency. (SDOT put up the fence; the question is whether FAS or its director, Fred Podesta, ordered them to do so back when the city’s Emergency Operations Center was holding daily work group meetings to respond to the city’s homelessness state of emergency*). Both departments agree that the fence is necessary, however, because of the risk that homeless campers will accidentally set the bridge on fire, causing a collapse. Mike O’Brien, whose council district includes Ballard, says he considers the fence “particularly problematic,” because “it doesn’t solve anything—I drove by there a few nights ago [before the fence was up] and there were five tents there. I’m almost certain those folks are not housed. Probably they were just destabilized. So now we’re $100,000 poorer and no one’s better off. What is our long-term strategy here? Is our ultimate goal to fence off every structure in the city because someone might use that structure as a place to live?”

A similar story is playing out around the notorious bike racks. SDOT installed those bike racks, too (and highlighted them on Twitter) but earlier this week, the agency sent out a statement saying that the policy of the Durkan administration (and thus SDOT) was not to use bike racks as impediments to encampments. Several council members praised the agency Tuesday for agreeing to remove the racks and reinstall them elsewhere in the city. “I think this is a great sign from our new mayor, from the leadership at SDOT, that … we will not go down the route that other cities have gone, using hostile architecture to displace folks,” council member Teresa Mosqueda said.

But is it? Durkan has said she supports removing the bike racks, but her office did not respond to questions about what her strategy will be for ensuring that people living unsheltered do not set up tents on sidewalks. And it’s unclear whether Durkan’s policy shop, which is still staffing up, has come up with an answer to the question: If not bike racks and fences, then what? Ultimately, the buck will stop not with any particular city department, but with the new mayor—and two months in, she still hasn’t provided a clear indication of how she plans to deal with unauthorized encampments.

* This story originally said that the EOC has “stood down,” which was incorrect; the work groups no longer meet daily, but the EOC is still responding to the homelessness crisis.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site or making a one-time contribution! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the time I put into reporting and writing for this blog and on social media, as well as reporting-related and office expenses. Thank you for reading, and I’m truly grateful for your support.

The annual traffic report from the Seattle Department of Transportation, which measures everything from how many cars are moving through the city to how many people are commuting by bike to how many pedestrians are injured and killed on Seattle’s streets, came out last week, and the news is not great for people who bike or walk in the city—that is, just about everyone.

Bike ridership is down (by 2.6%), the number of drivers injuring or killing cyclists and pedestrians is up, and the number of total collisions is up for the third year in a row—not an auspicious sign for the city’s “Vision Zero” plan, which aims to reduce the number of traffic fatalities and serious injuries to zero by 2030. The citywide collision rate increased 6.3 percent over the last year; the rate of bike collisions stayed steady and the rate of collisions with pedestrians went up. Overall, 171 people were seriously injured and 20 were killed in collisions on Seattle streets last year, a 16.5 percent increase over 2015.

With “Vision Zero” in sight, serious injury and fatality crashes have barely budged for the past five years.

Some of the main “contributing circumstances” for collisions, in terms of sheer numbers, were: Inattention, “unknown driver distraction,” failure to grant right of way, following too closely, speeding, “improper turn,’ and driving under the influence of alcohol. Other circumstances that led to collisions: “Apparently asleep,” “driver grooming,” “driver reading or writing,” “had taken medication,” and driving on the wrong side of the road. Most of the pedestrians who were involved in collisions (57%) were in marked crosswalks when they were hit, and most were hit during daylight hours, not at night or dusk, when conventional wisdom says pedestrians are most likely to be hit (a trope that enables auto advocates and drive-time radio hosts to blame people in crosswalks for getting themselves run into). Bike collisions followed the same general trend, except that cyclists were less likely to get hit during winter months, when there are fewer of them on the roads. The color a cyclist was wearing when he or she was involved in a collision appears to be largely irrelevant—of 246 collisions for which clothing visibility was recorded, just 43 cyclists were wearing dark-colored clothing, including crashes that happened during the day and at night.

The offending chart

The report notes that the city’s Pedestrian Master Plan identified several locations for the city to monitor and report on every year, to see if people are speeding more or less at those locations. Unfortunately, this year’s report inexplicably fails to pull out information on those locations, as previous reports have done, so that people who pay attention to traffic trends can compare it to reports from previous years. To find out whether speeds have gone down on, say, Rainier Ave. S—historically one of the most dangerous corridors in the city, and a focus of a lot of Pedestrian Master Plan work since 2010—someone reading the report will have to scroll through pages of data in one of its appendices. This is not an insignificant issue, because a major point (if not the point) of tracking whether, and by how much, drivers are speeding is to see if things are getting better or worse. (You can dig through the appendices to find each segment individually, but who’s going to do that? Me, sure, but who else?) What the report does include is a chart that indicates the roads where the “85th percentile speed” (the speed at or below which 85 percent of drivers travel) is highest—a basically useless number in itself, because whether someone is speeding depends on the speed limit. Going 52 mph on a 50 mph highway is barely speeding, whereas going 45 in a 20 mph school zone amounts to reckless endangerment.

Dig into the report yourself, which includes lots of additional data about crashes, travel speeds, and traffic volumes, here.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the substantial time I put into reporting and writing for this blog and on social media, as well as costs like transportation, phone bills, electronics, website maintenance, and other expenses associated with my reporting. Thank you for reading, and I’m truly grateful for your support.

1. I’ll be on KUOW today at noon talking about sexual harassment, tolling I-405, and more with Civic Cocktail host (and ex-Seattle Times editorial board member) Joni Balter and former state attorney general Rob McKenna. Who won’t be on KUOW tomorrow? Tavis Smiley, who was suspended by PBS this week after an investigation found “multiple, credible allegations” of sexual misconduct by the host. The allegations include having multiple sexual relationships with subordinates, some of whom believed their “employment status was linked to the status of a sexual relationship with Smiley,” and creating a “verbally abusive and threatening environment.” Smiley has responded by denying that he “groped, coerced, or exposed myself inappropriately” to any of his coworkers, which, it should be noted, are not the acts he is accused of committing.

KUOW pulled Smiley’s radio show (which is separate from his public TV show) voluntarily, and will run the second hour of “Here and Now” in its place.

2. George Scarola, former mayor Ed Murray’s director of homelessness, made an odd comment the other day about his current status at the city. “Up until the new mayor took office—Mayor Durkan—I was the director of homelessness. I promptly submitted my resignation,” Scarola said, adding that he did so “just to give her a clean shot at exactly what she wants to do, and that hasn’t had any effect yet.” Scarola is still at the city—in fact, he attended a Ballard District Council meeting where neighbors complained about the ongoing presence of homeless people at the Ballard Commons park just last night—but his position is now at the Department of Finance and Administrative Services, not the mayor’s office.

3. Jessyn Farrell, the state-legislator-turned-mayoral candidate who came in fourth in the August primary election, is going to work for Civic Ventures, the progressive think tank founded by Seattle venture capitalist and billionaire do-gooder Nick Hanauer. Earlier this year, Hanauer said he would bankroll the campaign for a homelessness levy proposed by then-mayor Ed Murray; although the city later abandoned that proposal in favor of a joint city-county proposal that kicked the conversation about a homelessness tax into 2018, Hanauer will likely be involved in that campaign as well. Farrell, who also headed up the Transportation Choices Coalition before she was elected to represent the 46th legislative district in the state house, did not say what her title will be, but did say that she’ll be working on “rebuilding the middle class” and “making cities work for people.”

4. If you want to get an idea of of how complicated traffic planners’ jobs are, and how hard it can be to balance road users’ needs and rights without creating ridiculously out-of-whack hierarchies (where drivers can move freely and pedestrians are constantly at risk) or unintended consequences (long periods where pedestrians are just stuck waiting at corners, unable to move in any direction), check out this presentation that Seattle Department of Transportation transportation operations manager Ahmed Darrat presented to the Pedestrian Advisory Board on walk signal timing last night. Twenty minutes went by as Darrat explained eleven ways SDOT can shift the balance of mobility between cars and pedestrians—assuming slower walking speeds near hospitals and retirement homes, giving pedestrians the option of pushing a button for several seconds to extend the walk time, “passive detection” of pedestrians using thermal sensors—and then Darrat switched to the next slide, which listed another dozen options. (More details on the dizzying array of potential pedestrian treatments here).

The biggest point of contention right now in conversations about how quickly pedestrians should be able to cross the street is the existence of so-called “beg buttons”—buttons a pedestrian (or, in many cases, cyclist) must push to alert the traffic system that cars need to stop to allow people to cross the road. The problem with beg buttons isn’t just that they feel insulting—cars don’t have to ask permission to drive, because we’ve built a system that either assumes they will be there or that senses them when they roll up to an intersection—but that they contribute to a culture in which people walking and cycling are an anomaly on the road. Beg buttons give drivers who hit pedestrians a built-in excuse—he didn’t have the walk sign, officer!—empower cities to crack down on “jaywalking,” and contribute to the overall sense that cars rule the road. And if a pedestrian isn’t aware that they won’t get permission to cross the street unless they push the button, they may get stuck waiting through several light cycles while cars move through unimpeded. Blind people, people with limited English reading skills, people who can’t read, and other people with sensory impairments are particularly impacted by beg button requirements.

Darrat said federal standards require accessible pedestrian signals at every intersection; push buttons just happen to be the only option currently available to SDOT; however, he said, “we’re committed to looking at how we treat pedestrian signals from a more global perspective and coming up with some ideas as to how we’re going to take steps toward standardizing it” so pedestrians don’t have to figure out dozens of potential signal situations—different walk cycles by time of day; half cycles for cars; “pedestrian recall”; leading pedestrian intervals”—to cross the street. Imagine if instead of figuring out whether to push the button and if it’s safe to run and whether the signal will change when you push it if the light’s already green and how long you’ll have to wait if you don’t make this cycle, you could just go out into the street at regular intervals. You know, like cars do.

If you enjoy the work I do here at The C Is for Crank, please consider becoming a sustaining supporter of the site! For just $5, $10, or $20 a month (or whatever you can give), you can help keep this site going, and help me continue to dedicate the many hours it takes to bring you stories like this one every week. This site is funded entirely by contributions from readers, which pay for the substantial time I put into reporting and writing for this blog and on social media, as well as costs like transportation, phone bills, electronics, website maintenance, and other expenses associated with my reporting. Thank you for reading, and I’m truly grateful for your support.

Less than an hour after Mayor Ed Murray wrapped up a press conference to announce new pedestrian-safety improvements along Rainier Avenue South, a collision between a car and a semi shut down the intersection of Rainier and South Alaska St. — an in-your-face reminder that whatever the city has done to calm what is frequently referred to as “the most dangerous street in Seattle”, there’s still plenty of room for improvement.

Last year, council transportation committee chair Mike O’Brien noted, there were about 10,000 crashes in the city. Of those, fewer than 7 percent involved cyclists or pedestrians, but that 7 percent accounted for about 62 percent of the fatalities from crashes in the city. Although Seattle remains one of the safest cities in the country for pedestrians, progress toward actually achieving “Vision Zero” — the city’s goal of zero serious injuries or deaths from crashes by 2030 — has stagnated.

Murray chose Martin Luther King, Jr. Elementary School in Brighton to announce new investments in pedestrian safety not only because the school won a $300,000 grant from the city to improve sidewalks in the area, but to highlight the city’s new emphasis on creating safe routes between schools and transit stops. In the next year, Murray said, the city will build 50 new blocks of sidewalks at a cost of $22 million; by 2024, the city plans to add an additional 200 blocks.

The plan announced yesterday would also accelerate by one year the extension of new pavement markings and crosswalks that have been added along Rainier from Hillman City to Alaska Street — improvements Murray credited with limiting “off-roading” by speeding cars like the one that plowed through the Carol Cobb Salon in 2014 — further south, at a cost of $2.25 million. Over the next two years, seven more streets across the city will get the Rainier Avenue treatment. The funding for all the new projects will come from the $930 million Move Seattle levy voters passed in 2015.

Less flashy and expensive, but potentially more impactful, were some of the small changes Seattle Department of Transportation (SDOT) Director Scott Kubly said the city was making to improve pedestrian safety at individual intersections — and the process the city will use to determine which intersections get upgrades. Instead of reacting to incidents after they happen — say, by reducing the speed limit and width of a road where cars have a habit of jumping through windows — the city will use modeling to figure out intersections that are likely to be problems before accidents occur.

For example, Kubly said, “we have seen a fair number of crashes with left turning vehicles where they have permissive left turns” — a regular green light without a left-turn arrow — “particularly in places like Northeast 65th Street,” where several serious crashes have resulted when a driver speeding down the hill has turned left into an oncoming cyclist or pedestrian. At intersections where the city knows accidents are likely, SDOT will preemptively add what Murray called “pedestrian-friendly signals” — walk signs that allow pedestrians into an intersection before drivers’ light turns green, giving walkers greater visibility — and traffic lights with left turn signals, which reduces conflicts between left-turning cars and pedestrians (or trucks) heading straight through an intersection. By adding leading pedestrian signals at 40 intersections citywide, Kubly said, the city expected to reduce crashes by 50 percent at those intersections.

Pedestrian safety, Murray said, “is an equity issue,” and that’s certainly been true in the Valley, where, neighbors have been requesting pedestrian safety improvements along Rainier for the past 40 years. Historically, Rainier has had more crashes per mile than arterial streets that carry more than twice as much traffic. Further east, surface-running light rail trains pose a particular challenge to pedestrians, who must traverse unprotected light rail tracks to cross Martin Luther King, Jr. Way; earlier this year, a pedestrian was struck and killed while crossing the tracks in a crosswalk.

Asked whether SDOT planned to follow danger “indicators” wherever its traffic engineers found them, even at the risk of abandoning its commitment to geographic equity, Kubly responded, “the mayor has made it abundantly clear to me and the department that we need to be equitable in our work… One of the things that is true in Seattle and a lot of other cities is that the incidents of serious and fatal crashes, and just collisions in general, tend to be in areas that also present more need for equitable investment” — that is, poorer and historically neglected areas like Southeast Seattle — “so I would anticipate that by following the data we’ll be investing more in neighborhoods like the Rainier Valley.”

1. As the Trump Administration prepares to cut billions from the federal transportation budget, starving transit and road-safety projects across the city, Mayor Ed Murray announced at a press conference in Southeast Seattle yesterday that Seattle is taking a different path, funding new sidewalks and pedestrian-safety improvements through the $930 million Move Seattle levy that passed in 2015. Over the next two years, Murray said, the city will accelerate Phase 2 of the Rainier corridor safety project (restriping Rainier Ave. S. to calm traffic and provide space for bikes and a left-turn lane, for $2.25 million) and build 50 new blocks of sidewalks (at a cost of $22 million), with a goal of completing 250 new blocks of sidewalk by 2024. The city will also add more “pedestrian-friendly signals,” Murray said.

Then, looking like he’d reached his capacity for transpo-jargon, Murray turned the press conference over to Seattle Department of Transportation director Scott Kubly, who fielded reporters’ (okay, my) wonky questions about stop bars, leading pedestrian intervals, and protected left turn phases. (For the record, those are: The lines on the street telling drivers where to stop; signals that let pedestrians start walking into an intersection before the light turns green for drivers; and signalized left turns, where drivers turn left on a green arrow while pedestrians wait.)

Those are all pretty standard (though necessary and important) pedestrian safety improvements. More interesting was the new safety “tool kit” Kubly said the city would use to inform its safety investments in the future, a tool kit he said might be “the first of its kind in the entire country.” According to Kubly, instead of looking at “incidents”—data about accidents that have already happened—the city will focus on “indicators”—signs that an intersection is inherently dangerous, even in the absence of accident data. For example, “we have seen a fair number of crashes with left turning vehicles where they have permissive left turns”—a regular green light without a left-turn arrow—”and what we’ve found is that with those permissive left turns, we’re seeing crashes, particularly in places like Northeast 65th Street,” where several serious crashes have resulted when a driver speeding down the hill has turned left into an oncoming cyclist or pedestrian.

Last year, council transportation committee chair Mike O’Brien noted, there were about 10,000 crashes in the city. Of those, fewer than 7 percent involved cyclists or pedestrians. But that 7 percent accounted for about 62 percent of the fatalities from crashes in the city. Although Seattle remains one of the safest cities in the country for pedestrians, progress toward actually achieving “Vision Zero”—zero serious injuries or deaths from crashes by 2030—has stagnated. Right after the mayor’s press conference, a truck and a car collided dramatically on Rainier and South Alaska Street— right at the northern edge of the Rainier Avenue S improvement area.

2. Back in 2004, after then-mayor Greg Nickels made a gross attempt to buy the support of newly elected city council members Jean Godden and Tom Rasmussen by hosting a chichi fundraiser to pay down their campaign debts, my Stranger colleagues and I started a new political action committee and learned that, like filing ethics reports and counting envelopes full of cash, coming up with a clever campaign acronym was harder than we imagined.

Fast forward 13 years and say hello to “Homeless Evidence, Transparency, and Accountability in Seattle,” or HEATS. It’s one of two new campaigns to stop the new levy, I-126, which will help move some of the 10,000 or so homeless people in Seattle into apartments, treatment, and supportive housing. The person behind it is a blogger who wrote a 1,600-word post mocking a homeless woman for having a criminal record, filed a frivolous ethics complaint against a council member for providing public information to a reporter, and took surreptitious photos of me and posted them with comments mocking my appearance. So far, HEATS has raised $0.

3. Speaking of the Stranger, Crank has learned that the paper has hired a news editor, after posting job ads and interviewing candidates for more than a year. Steven Hsieh, who has worked as a staff writer for the Santa Fe Reporter and has written for The Nation, will join the paper officially in the next few weeks.

The Seattle Department of Transportation recently published three walking maps (one each for the central, northern, and southern parts of the city), featuring “recreational” routes that, according to SDOT, “follow sidewalks, shoulders on quiet streets, and park trails.” The maps came out just in time for the annual Walkscore ranking, which named Seattle the eighth-most walkable city in the country.

That certainly isn’t true in my part of town, Southeast Seattle, where SDOT’s map quite obviously violates many of its own stated guidelines. The suggested “recreational” routes on the South Seattle map include a small, sad-looking loop around the perimeter of Georgetown, along with major, high-speed arterials like Rainier, Orcas, and Graham in Southeast Seattle. None of the charming, walkable streets inside any of Southeast Seattle’s neighborhoods make SDOT’s cut as paths for walking, and even Seward Park doesn’t make the cut. Contrast that with West Seattle, where a neat grid outlines the many neighborhood blocks considered suitable for walking, and it starts to look like something very odd is going on.

I have a call out to SDOT to find out what criteria they used to determine which routes to mark as pedestrian paths, and I’ll update with their response.

In the meantime, I’m putting out a crowdsourcing request: If you see any routes in your neighborhood that you think shouldn’t be marked as walking routes (just an observation: SDOT has really gone all-in on cemetery perambulations), or if you think the maps are great as-is, let me know by commenting on this post or tweeting at me @ericacbarnett. And thanks.

Share this:

Like this:

In addition to posting here, I’m also excited to announce that I’m now a staff writer at Seattle Transit Blog. Here’s an excerpt of my latest; check out STB for more.

Image via SDOT.

Last Thursday, SDOT’s Accessible Mount Baker project manager Michael James—a youthful guy with an indifferently tucked shirt and an eager smile, presented an intriguing, but still unfunded, proposal to improve the transit, bike, and pedestrian connections around and between the Mount Baker light rail station on the west side of MLK and the Mount Baker Transit Center on the east side of Rainier.

The meeting, held in the windowless Kings Hall building behind the station, turned out a few dozen committed residents for tortilla wraps, a mixed-fruit platter, and a detailed discussion of what the station area might look like in the hands of SDOT’s “Accessible Mount Baker” team.

Although the city hasn’t identified any specific funding source for the project, expected to take up to a year to build, James said it was consistent with SDOT director Scott Kubly’s vision for spending the money raised by the Move Seattle levy, an ambitious $900 million proposal that will, if voters approve it in November, be roughly twice the size of the 2006 Bridging the Gap levy it would replace.

Like Martin, I can attest that the Mount Baker rail station and the flat concrete expanse of the Mount Baker Transit Center across the street are underdeveloped, poorly connected, and confusing even to a longtime transit rider like myself.

The transit center on the east side, which serves routes 7, 8, 9, 14, and 48, is separated from the light rail station by (let’s just call it what it is) a broad highway; a nearby pedestrian bridge is circuitous, indirect, and steep, encouraging pedestrians to jaywalk and drivers to pick up speed. And the road configuration, with its turn lanes in both directions, increases pedestrian wait times and forces many to dash across the street so they won’t have to wait a full three-phase light cycle.

It’s little surprise, then, that Rainier and MLK have had several times the “acceptable” number of crashes over the past few years; between 2010 and 2013, there were 42 crashes at MLK and McClellan; 65 at McClellan and Rainier; and 76 at Rainier and MLK. The “acceptable” number, according to James, is 10 crashes a year.

Share this:

Like this:

Posts navigation

The C Is for Crank is supported entirely by generous contributions from readers like you. If you enjoy the breaking news, commentary, and deep dives on issues that matter to you, please support this work by donating a few bucks a month to keep this reader-supported, ad-free site going. Your $5, $10, and $20 monthly donations allow me to do this work as my full-time job, so please become a sustaining supporter now.
If you don’t wish to become a monthly contributor, you can always make a one-time donation via PayPal, Venmo (Erica-Barnett-7) or by mailing your contribution to P.O. Box 14328, Seattle, WA 98104.
Thank you for keeping The C Is for Crank going and growing. I’m truly grateful for your support.